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General Motors’ unconventional offspring of the ’90s isn’t wavering in the right lane with the cruise control set on 55 mph. No, sir. Five model years after the first Saturns rolled onto dealers’ lots, GM’s “other” car company is launching a redesigned sedan and wagon. Research showed that Saturn owners didn’t want revolutionary changes in the new models, just evolutionary refinements.

Although instantly recognizable as Saturn products, the second-generation cars are definite departures from the earlier models. The new look is more aerodynamic, cutting through the atmosphere with a 0.32 drag coefficient-a significant 0.02 improvement over the ’95s. Up front, modular headlamps lend a more integrated appearance and feature standard daytime running lamps through use of a second filament in the center high-beam location. Saturn stylists gave the outer portion of the new lamps an expensive projector-beam appearance, but upon close inspection you’ll notice that the light behind the round lens is actually just the turn-signal lamp.

Perhaps the most striking design element is the more rounded roofline that flows back into an arching C-pillar treatment on both the sedan and wagon. The exaggerated arch provides larger rear-door openings for easier ingress/egress. All vertical exterior panels continue to be made of a ding-resistant polymer that takes some of the sting out of minor parking-lot encounters. For ’96, the roof skin on the wagon has been changed from a sheet-molding compound to a more traditional sheetmetal panel. Injection-molded rocker panels protect the lower body skins while providing a more aggressive profile. Less apparent is the new roof appliqu with integral rain channel that extends from the A-pillar rearward. Wet elbows were a constant complaint on first-generation cars, and it appears that Saturn has gone to extremes to eliminate this open-window problem on the new models.

The higher roof allowed Saturn engineers to raise the seat height for improved comfort and a more commanding view of the road, while still providing nearly an additional inch of headroom. Rear-seat passengers benefit from recontoured seat cushions and an increase in the seatback angle.

The dual airbags, rounded dashboard, and redesigned instrument cluster that debuted in ’95 models now flow with the rest of the interior for a more integrated look and feel. Wagon owners will notice a new removable cross member that spans the cabin at shoulder height just behind the rear seat. The bar adds considerable crush stiffness in the event of a rear side impact, allowing it to meet ’97 side-impact requirements. With the bar in place, the right seat can still be folded down to accommodate longer items. If both seats are folded flat (eliminating passengers as a concern), the bar can be easily removed to provide an unobstructed cargo hold.

First-generation Saturns were often criticized for their rather noisy cabins. This issue was addressed on several fronts, with the most noticeable improvements resulting from redesigned door seals and a new door-insulating system. Saturn pioneered an inner door blanket with a layer of 3M Thinsulate-the same material commonly used to insulate winter sportswear. Our experience with preproduction prototype sedans on some of the worst road surfaces Michigan has to offer (read: severe) indicated that the new noise-absorption system does a commendable job. In fact, it’s safe to say that the doors are now considerably quieter than standard steel doors.

Underhood, both the SOHC and DOHC versions of Saturn’s aluminum 1.9-liter four now feature sequential-port fuel injection. Horsepower and torque figures remain the same for ’96, but there is a slight improvement in overall driveability. Both engines are happiest and most lively in the upper rpm range; the SOHC model produces 100 horsepower at 5000 rpm and 114 pound-feet of torque at 2400 rpm, while the DOHC model cranks out 124 horsepower at 5600 rpm and 122 pound-feet of torque at 4800 rpm. Our estimate is that 0-60-mph acceleration should mirror the previous generation’s performance (8.4 seconds, coupe; 9.3 seconds, wagon). In conjunction with the sequential-port injection, the new cars are also fitted with a second-generation OBD-II system. OBD-II interfaces directly with the PCM (Powertrain Control Module) and monitors all emissions-related functions. Traction control is now available on both automatic- and manual-transmission cars.

Saturn retuned the valving on both the front and rear struts with new mounts for more-precise ride and handling qualities. The tri-link rear suspension utilizes two unequal-length arms to control lateral movement and a third to manage fore/aft action. Sportier SL2 models are fitted with a new 185/65TR15 touring radial from Firestone, with 175/70SR14s found on the base SL and midlevel SL1.

Although far from revolutionary, the refinements made to second-generation Saturn sedans and wagons should be sufficient to entice new buyers to Saturn dealers’ lots and to provide current owners with due cause to trade up. The SL sedan is expected to begin at about $10,500, while the wagon will base at $11,995.